道岔区敷设橡胶弹簧浮置板轨道的动力仿真分析  

Dynamic Simulation Analysis of Rubber Spring Floating Slab Track Applied to Turnout Area

作　　者：肖读杰 韦凯[1] 牛文强 王博 周炯浩 XIAO Dujie;WEI Kai;NIU Wenqiang;WANG Bo;ZHOU Jionghao(MOE Key Laboratory of High-speed Railway Engineering,Southwest Jiaotong University,Chengdu 610031,China;Zhejiang Tiantie Industry Co.,Ltd.,Taizhou 317200,China)

机构地区：[1]西南交通大学高速铁路线路工程教育部重点实验室,成都610031 [2]浙江天铁实业股份有限公司,浙江台州317200

出　　处：《铁道标准设计》2024年第7期40-47,共8页Railway Standard Design

基　　金：国家自然科学基金面上项目(51978583);四川省科技计划项目(2021YFSY0061)。

摘　　要：道岔区剧烈的轮轨冲击引起的振动超标问题十分突出。由于良好的弹性和阻尼特性,橡胶弹簧能够有效地起到隔振作用,且与钢弹簧相比造价更低,因此在道岔区敷设橡胶弹簧浮置板轨道为解决振动超标问题提供了有效途径。为探明道岔区敷设橡胶弹簧浮置板轨道的可行性,基于车辆-轨道耦合动力学理论和有限元分析理论,建立车辆-道岔-浮置板刚柔耦合模型和环境振动计算模型。与既有研究相比,不仅分析了地铁列车直/侧逆向通过9号道岔时的安全性指标、平稳性指标和轨道结构形位变化指标,而且计算了在9号道岔区敷设橡胶弹簧浮置板轨道的减振效果。经检算,可得出以下结论:当地铁列车直/侧逆向通过敷设橡胶弹簧浮置板的9号道岔区时,轮轨垂、横向力和脱轨系数的最大值分别为166,30 kN和0.4,均在相关技术标准允许的范围内,能够确保列车的安全运营;列车直/侧逆向通过道岔时的车体垂、横向加速度和Sperling指标计算结果最大值分别为0.14,0.64 m/s^(2)和2.58 m/s^(2),满足列车平稳运行要求,在9号道岔区敷设橡胶弹簧浮置板对列车乘坐的舒适性影响不大;列车直/逆向通过道岔时的钢轨位移最大值为3.78 mm,未超过相关技术标准要求;在9号道岔区敷设橡胶弹簧浮置板减振效果达到18 dB,能够满足高减振需求。以上成果可为在道岔区敷设橡胶弹簧浮置板的相关工程及研究提供理论指导。The problem of excessive vibration caused by the severe wheel-rail impact in turnout area is very prominent.Because of good elasticity and damping characteristics,rubber spring can effectively play an isolating function,and the cost is lower than steel spring.Therefore,laying rubber spring floating slab track in turnout area provides an effective way to solve the problem of excessive vibration.In order to study the feasibility of laying rubber spring floating slab track in turnout area,a rigid-flexible coupling model of vehicle-turnout-floating slab and an environmental vibration calculation model are established based on the vehicle-track coupled dynamics theory and the finite element analysis theory.Compared with the existing studies,this paper not only analyzes safety indicators,stability indicators,and track structure deformation indicators when the subway train passes through the No.9 turnout in a straight/side reverse direction,but also calculates the vibration reduction effect of laying rubber-spring floating slab tracks in the No.9 turnout area.Through the calculation,the following conclusions can be drawn:When the subway train passes through the No.9 turnout area with rubber spring floating slab in straight/side reverse direction,the maximum vertical and lateral force of wheel and rail and derailment coefficient are 166 kN,30 kN and 0.4 respectively,which are within the scope allowed by relevant technical standards,and can ensure the safe operation of the train.The maximum values of vertical acceleration,lateral acceleration of the train body and Sperling index are 0.14 m/s^(2),0.64 m/s^(2) and 2.58 respectively when the train passes through the turnout in straight/side reverse direction,which meet the requirements of smooth running of the train.The rubber spring floating slabs installed in the No.9 turnout area have little influence on the comfort of the train.The maximum rail displacement,when the train passes through the turnout in straight/reverse direction,is 3.78 mm,which does not exceed the requir

关 键 词：地铁 9号道岔 橡胶弹簧浮置板 安全平稳性 几何形位 减振效果 

分 类 号：U213.2[交通运输工程—道路与铁道工程] U213.6